US8573538B2 - Impact resistant aircraft fuselage - Google Patents

Impact resistant aircraft fuselage Download PDF

Info

Publication number
US8573538B2
US8573538B2 US12/012,009 US1200908A US8573538B2 US 8573538 B2 US8573538 B2 US 8573538B2 US 1200908 A US1200908 A US 1200908A US 8573538 B2 US8573538 B2 US 8573538B2
Authority
US
United States
Prior art keywords
aircraft
fuselage
structural configuration
rear fuselage
propeller
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active, expires
Application number
US12/012,009
Other versions
US20090140096A1 (en
Inventor
Jorge Pablo Verde Preckler
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Airbus Operations SL
Original Assignee
Airbus Operations SL
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Airbus Operations SL filed Critical Airbus Operations SL
Assigned to AIRBUS ESPANA, S.L. reassignment AIRBUS ESPANA, S.L. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: VERDE PRECKLER, JORGE PABLO
Publication of US20090140096A1 publication Critical patent/US20090140096A1/en
Assigned to AIRBUS OPERATIONS S.L. reassignment AIRBUS OPERATIONS S.L. CHANGE OF NAME (SEE DOCUMENT FOR DETAILS). Assignors: AIRBUS ESPANA, S.L.
Application granted granted Critical
Publication of US8573538B2 publication Critical patent/US8573538B2/en
Active legal-status Critical Current
Adjusted expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
    • B64C1/06—Frames; Stringers; Longerons ; Fuselage sections
    • B64C1/12—Construction or attachment of skin panels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
    • B64C1/06—Frames; Stringers; Longerons ; Fuselage sections
    • B64C1/068—Fuselage sections
    • B64C1/0685—Tail cones
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plant in aircraft; Aircraft characterised thereby
    • B64D27/02—Aircraft characterised by the type or position of power plant
    • B64D27/04—Aircraft characterised by the type or position of power plant of piston type
    • B64D27/08—Aircraft characterised by the type or position of power plant of piston type within or attached to fuselage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plant in aircraft; Aircraft characterised thereby
    • B64D27/02—Aircraft characterised by the type or position of power plant
    • B64D27/10—Aircraft characterised by the type or position of power plant of gas-turbine type
    • B64D27/14—Aircraft characterised by the type or position of power plant of gas-turbine type within or attached to fuselage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
    • B64C2001/0054—Fuselage structures substantially made from particular materials
    • B64C2001/0072—Fuselage structures substantially made from particular materials from composite materials
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/40—Weight reduction

Definitions

  • the present invention relates to an impact resistant fuselage for aircraft with propeller engines located at the rear part and with the empennage located behind the plane of the propellers.
  • a failure in the engine causing the detachment of one of the blades of the propeller can impact against the rear fuselage at high speed, sectioning it.
  • the aircraft operates with only one engine generating a forward thrust, outside the plane of symmetry of the airplane.
  • This thrust causes a yawing moment which must be balanced with a side aerodynamic force caused by the vertical stabilizer of the empennage, so that the aircraft can continue navigating stably.
  • this side aerodynamic force generates a torsion along the rear fuselage.
  • the torsional strength of the fuselage is considerably reduced because the torsional rigidity of a closed section is proportional to the total area enclosed by the section, whereas the torsional rigidity of an open section is proportional to the material area of the section. It is therefore essential to design a section having multiple independent closed cells such that in the event of damage, there remains residually sufficient area with a closed section to support the torsion caused by the empennage in the emergency condition of an engine shutdown.
  • Propeller engines are usually located in the wing such that the detachment of a propeller can impact the central fuselage, in front of the wing.
  • the torsion that the mentioned fuselage must support is relatively low, and is not a critical emergency condition. This has caused the residual torsional rigidity after impact to not be considered a critical factor in the design of fuselages up until now.
  • this condition changes when the propeller engines are located at the rear part of the aircraft in front of the empennage, because then the torque generated by the empennage due to the failure of an engine is very high causing a catastrophic situation for the aircraft which must be prevented.
  • Another additional advantage is that the design of the fuselage according to the present invention considerably reduces the noise caused by the propellers of operating engines, which noise is propagated through the fuselage skin, reaching the passenger cabin.
  • the present invention is aimed at satisfying this demand.
  • the objective of this invention is a structural configuration of the rear fuselage of an aircraft with propeller engines, the mentioned propeller engines being located at the rear part of the aircraft, in which the empennage is located behind the plane of the propellers.
  • the structural configuration proposed by the invention is highly resistant to the torsional loads coming from the empennage of the aircraft in the event of damage in the fuselage thereof due to the detachment of one of the blades of the propeller engine.
  • the present invention develops a rear fuselage of an aircraft comprising a double resistant shell joined by means of radial ribs.
  • the fuselage skin of the aircraft in turn comprises multiple closed cells, such that a possible damage sectioning the fuselage will still residually leave many closed cells.
  • the torsional strength of a section is proportional to the area enclosed by the closed cells, sufficient residual torsional strength is ensured by means of the invention so that the aircraft can reach the closest airport without a catastrophic failure of the structure thereof occurring.
  • the present invention is particularly aimed at the civil aviation field of propeller engines located at the rear part of the aircraft and the empennage located behind the plane of the propellers, considerably increasing the resistance to damage, specifically the torsional strength of the fuselage.
  • FIG. 1 shows a schematic view of the section, in a plane perpendicular to the flight axis of the aircraft, of the rear fuselage of an aircraft according to the present invention.
  • FIG. 2 shows a schematic plan view of the rear part of an aircraft with propeller engines located at the rear part thereof, and with the rear fuselage according to the present invention.
  • FIG. 3 shows a schematic profile view of the rear part of an aircraft with propeller engines located at the rear part thereof, and with the rear fuselage according to the present invention.
  • FIG. 4 shows a schematic view of the section, in a plane perpendicular to the flight axis of the aircraft, of the rear fuselage of an aircraft according to the present invention when it has suffered severe damage due to the detachment of a blade of the propeller.
  • the rear fuselage 4 of an aircraft comprises an outer casing or skin 6 and an inner casing or skin 7 , both skins 6 and 7 being joined by means of radial elements 13 .
  • the cells 14 resulting from the previous configuration of fuselage 4 will preferably be filled with a not very dense resistant material 15 , such that this filling of material 15 has the effect of preventing the local buckling of the cells 14 of the structure, thus stabilizing the thin-walled multi-cell structure of the fuselage 4 .
  • the propeller engines 1 of the aircraft can be attached to the fuselage 14 of the aircraft (as shown in FIG. 2 ) or to another place.
  • Said Figure shows the plane 2 of the propellers 23 , the blades 3 of a propeller 23 , the empennage 5 of the aircraft and the rear fuselage area 4 which can be damaged, the rear fuselage 4 comprising an outer skin 6 , an inner skin 7 and a transition area 8 between the fuselage 14 and the rear fuselage 4 .
  • the aircraft with propeller engines 1 located at the rear part thereof can be attached to the fuselage 14 as shown in the mentioned figures, also being able to be attached to another part of the aircraft, the empennage 5 being located behind the plane 2 of the propellers 23 .
  • the fuselage 14 of said aircraft comprises an area 4 which has the risk of undergoing severe damage in the event that a blade 3 of a propeller 23 is detached and impacts the fuselage 4 with high energy.
  • the resistance of a closed section is proportional to the total area enclosed by the section, whereas the torsional rigidity of an open section is proportional to the material area of the section.
  • the present invention solves the previous problem by developing a section with a high torsional strength even after undergoing important damage, as shown in FIG. 4 .
  • the section comprises multiple cells 14 closed at their periphery 11 such that even though plenty of cells 14 are damaged, there will still be other closed cells 14 which can support the torsion.
  • the height of the radial elements 13 and therefore the distance between the outer skin 6 and the inner skin 7 , as well as the thickness of all the elements will be designed such that they support all the forces that the fuselage 14 must support.
  • the number of cells 14 will be determined according to a statistical analysis of the damage that may occur in the section and according to which is the optimal number of cells 14 to be considered.
  • the cells 14 will preferably be filled with porous materials, foams and other resistant materials with a low density.
  • a transition area 8 of the inner skin 7 is designed in which the outer skin 6 is joined to the single skin of other areas of the fuselage 14 .
  • Another additional advantage of the present invention is that the design of the rear fuselage 4 considerably reduces the noise caused by the propellers 23 of operating engines 1 , which noise is propagated through the skin of the rear fuselage 4 , reaching the passenger cabin.

Abstract

The invention relates to a structural configuration of the rear fuselage (4) of an aircraft with propeller engines (1) comprising propellers (23) formed in turn by blades (3), the mentioned propeller engines (1) being located at the rear part of the aircraft and the empennage (5) of the aircraft in turn being located behind the plane of the propellers (23), characterized in that the structural configuration of the rear fuselage (4) comprises an outer skin (6) and an inner skin (7), both skins (6, 7) being joined by means of radial elements (13) configuring cells (14), such that the obtained structural configuration maximizes the torsional strength of the rear fuselage (4) of the aircraft in the event of damage of the mentioned rear fuselage (4) due to the detachment of one of the blades (3) of the propeller engines (1).

Description

FIELD OF THE INVENTION
The present invention relates to an impact resistant fuselage for aircraft with propeller engines located at the rear part and with the empennage located behind the plane of the propellers.
BACKGROUND OF THE INVENTION
A failure in the engine causing the detachment of one of the blades of the propeller can impact against the rear fuselage at high speed, sectioning it. In this emergency condition, the aircraft operates with only one engine generating a forward thrust, outside the plane of symmetry of the airplane. This thrust causes a yawing moment which must be balanced with a side aerodynamic force caused by the vertical stabilizer of the empennage, so that the aircraft can continue navigating stably. As the vertical stabilizer is located above the rear fuselage, this side aerodynamic force generates a torsion along the rear fuselage. If the blade impacts against the fuselage and sections it, the torsional strength of the fuselage is considerably reduced because the torsional rigidity of a closed section is proportional to the total area enclosed by the section, whereas the torsional rigidity of an open section is proportional to the material area of the section. It is therefore essential to design a section having multiple independent closed cells such that in the event of damage, there remains residually sufficient area with a closed section to support the torsion caused by the empennage in the emergency condition of an engine shutdown.
Propeller engines are usually located in the wing such that the detachment of a propeller can impact the central fuselage, in front of the wing. In this area of the fuselage, the torsion that the mentioned fuselage must support is relatively low, and is not a critical emergency condition. This has caused the residual torsional rigidity after impact to not be considered a critical factor in the design of fuselages up until now. However, this condition changes when the propeller engines are located at the rear part of the aircraft in front of the empennage, because then the torque generated by the empennage due to the failure of an engine is very high causing a catastrophic situation for the aircraft which must be prevented.
Another additional advantage is that the design of the fuselage according to the present invention considerably reduces the noise caused by the propellers of operating engines, which noise is propagated through the fuselage skin, reaching the passenger cabin.
The present invention is aimed at satisfying this demand.
SUMMARY OF THE INVENTION
The objective of this invention is a structural configuration of the rear fuselage of an aircraft with propeller engines, the mentioned propeller engines being located at the rear part of the aircraft, in which the empennage is located behind the plane of the propellers. The structural configuration proposed by the invention is highly resistant to the torsional loads coming from the empennage of the aircraft in the event of damage in the fuselage thereof due to the detachment of one of the blades of the propeller engine.
The present invention develops a rear fuselage of an aircraft comprising a double resistant shell joined by means of radial ribs. The fuselage skin of the aircraft in turn comprises multiple closed cells, such that a possible damage sectioning the fuselage will still residually leave many closed cells. As the torsional strength of a section is proportional to the area enclosed by the closed cells, sufficient residual torsional strength is ensured by means of the invention so that the aircraft can reach the closest airport without a catastrophic failure of the structure thereof occurring.
The present invention is particularly aimed at the civil aviation field of propeller engines located at the rear part of the aircraft and the empennage located behind the plane of the propellers, considerably increasing the resistance to damage, specifically the torsional strength of the fuselage.
Other features and advantages of the present invention will be inferred from the following detailed description of an illustrative embodiment of its object in relation to the attached figures.
DESCRIPTION OF THE DRAWINGS
FIG. 1 shows a schematic view of the section, in a plane perpendicular to the flight axis of the aircraft, of the rear fuselage of an aircraft according to the present invention.
FIG. 2 shows a schematic plan view of the rear part of an aircraft with propeller engines located at the rear part thereof, and with the rear fuselage according to the present invention.
FIG. 3 shows a schematic profile view of the rear part of an aircraft with propeller engines located at the rear part thereof, and with the rear fuselage according to the present invention.
FIG. 4 shows a schematic view of the section, in a plane perpendicular to the flight axis of the aircraft, of the rear fuselage of an aircraft according to the present invention when it has suffered severe damage due to the detachment of a blade of the propeller.
 DETAILED DESCRIPTION OF THE INVENTION
According to the invention (see FIG. 1), the rear fuselage 4 of an aircraft comprises an outer casing or skin 6 and an inner casing or skin 7, both skins 6 and 7 being joined by means of radial elements 13. The cells 14 resulting from the previous configuration of fuselage 4 will preferably be filled with a not very dense resistant material 15, such that this filling of material 15 has the effect of preventing the local buckling of the cells 14 of the structure, thus stabilizing the thin-walled multi-cell structure of the fuselage 4.
The propeller engines 1 of the aircraft can be attached to the fuselage 14 of the aircraft (as shown in FIG. 2) or to another place. Said Figure shows the plane 2 of the propellers 23, the blades 3 of a propeller 23, the empennage 5 of the aircraft and the rear fuselage area 4 which can be damaged, the rear fuselage 4 comprising an outer skin 6, an inner skin 7 and a transition area 8 between the fuselage 14 and the rear fuselage 4.
As shown in FIG. 4, when severe damage occurs due to the detachment of a blade 3 of a propeller 23, the path 16 of the mentioned blade 3 causes damage 17 such that the entire section stops supporting the torque.
As observed in FIGS. 2 and 3, the aircraft with propeller engines 1 located at the rear part thereof can be attached to the fuselage 14 as shown in the mentioned figures, also being able to be attached to another part of the aircraft, the empennage 5 being located behind the plane 2 of the propellers 23. The fuselage 14 of said aircraft comprises an area 4 which has the risk of undergoing severe damage in the event that a blade 3 of a propeller 23 is detached and impacts the fuselage 4 with high energy.
Due to the fact that in the emergency case of the detachment of a blade 3 by a propeller engine 1, this engine stops working, the other engine 1 has to continue propelling the aircraft forwards, generating a yawing moment in the mentioned aircraft which must be balanced with a side aerodynamic force caused by the empennage 5. This force will in turn cause a torsion of the fuselage 14 which must be supported by the corresponding section of the fuselage 14.
As explained by the fundamental theory of beams subjected to torsion, the resistance of a closed section is proportional to the total area enclosed by the section, whereas the torsional rigidity of an open section is proportional to the material area of the section.
These factors show that in the event of detachment of a blade of a propeller engine located at the rear part of the aircraft with the empennage located behind the plane of the propellers, the torque generated by the empennage to balance the yawing moment caused by having a single engine propelling will be catastrophic if the blade impacts the rear fuselage and causes damage such that the section stops being closed, becoming open.
The present invention solves the previous problem by developing a section with a high torsional strength even after undergoing important damage, as shown in FIG. 4. The section comprises multiple cells 14 closed at their periphery 11 such that even though plenty of cells 14 are damaged, there will still be other closed cells 14 which can support the torsion. The height of the radial elements 13 and therefore the distance between the outer skin 6 and the inner skin 7, as well as the thickness of all the elements will be designed such that they support all the forces that the fuselage 14 must support. The number of cells 14 will be determined according to a statistical analysis of the damage that may occur in the section and according to which is the optimal number of cells 14 to be considered.
According to the invention, and to prevent the local buckling of the different structural elements due to torsion, the cells 14 will preferably be filled with porous materials, foams and other resistant materials with a low density.
According to a preferred embodiment of the invention, longitudinally along the fuselage 14 of the aircraft, as soon as the area 4 of risk of impact of the blade 3 of the propeller 23 is left, a transition area 8 of the inner skin 7 is designed in which the outer skin 6 is joined to the single skin of other areas of the fuselage 14.
Another additional advantage of the present invention is that the design of the rear fuselage 4 considerably reduces the noise caused by the propellers 23 of operating engines 1, which noise is propagated through the skin of the rear fuselage 4, reaching the passenger cabin.
The modifications comprises within the scope defined by the following claims can be introduced in the embodiment which has just been described.

Claims (5)

The invention claimed is:
1. A combination of the structural configuration of a rear fuselage and propeller engines of an aircraft comprising propellers formed by blades, with propeller engines being located at a rear part of the aircraft and the empennage of the aircraft being located behind the plane of the propellers, wherein the structural configuration of the rear fuselage comprises a double resistant shell comprising an outer skin and an inner skin, both skins being joined by means of radial elements configuring closed cells, wherein the cells are filled with a resistant material having a low density, such that the filling of resistant material has the effect of preventing local buckling of the cells of the structural configuration, thus stabilizing the multi-cell structural configuration of the rear fuselage, such that the obtained structural configuration increases torsional strength of the rear fuselage of the aircraft with respect to torsional loads coming from the empennage of the aircraft in the event of damage of the rear fuselage due to a detachment of one of the blades of the propeller engines.
2. A structural configuration of the rear fuselage of an aircraft with propeller engines according to claim 1, wherein the material is a porous material.
3. A structural configuration of the rear fuselage of an aircraft with propeller engines according to claim 1, wherein the material is a foam.
4. A structural configuration of the rear fuselage of an aircraft with propeller engines according to claim 1, wherein the number of cells is an optimal number of cells based on a statistical analysis of the damage that may occur in the section of the rear fuselage.
5. A structural configuration of the rear fuselage of an aircraft with propeller engines according to claim 1, further comprising a transition area of the inner skin in which the outer skin is joined to a single skin of other areas of the fuselage of the aircraft, longitudinally along the fuselage of the aircraft, as soon as the area of risk of impact of the blade of the propeller engine is left.
US12/012,009 2007-11-30 2008-01-30 Impact resistant aircraft fuselage Active 2030-01-14 US8573538B2 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ES200703181 2007-11-30
ES200703181A ES2342866B1 (en) 2007-11-30 2007-11-30 IMPACT RESISTANT AIRCRAFT FUSELAGE.

Publications (2)

Publication Number Publication Date
US20090140096A1 US20090140096A1 (en) 2009-06-04
US8573538B2 true US8573538B2 (en) 2013-11-05

Family

ID=40548870

Family Applications (1)

Application Number Title Priority Date Filing Date
US12/012,009 Active 2030-01-14 US8573538B2 (en) 2007-11-30 2008-01-30 Impact resistant aircraft fuselage

Country Status (6)

Country Link
US (1) US8573538B2 (en)
EP (1) EP2279115B1 (en)
BR (1) BRPI0821079B1 (en)
CA (1) CA2707092C (en)
ES (2) ES2342866B1 (en)
WO (1) WO2009068638A1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20180281917A1 (en) * 2017-03-15 2018-10-04 Airbus Operations S.L. Impact resistant fuselage

Families Citing this family (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2398287B1 (en) * 2010-03-29 2014-01-29 Airbus Operations S.L. FUSELAGE OF AIRCRAFT RESISTANT TO IMPACT AND TOLERANT TO DAMAGE.
RU2482015C2 (en) * 2011-06-28 2013-05-20 Александр Макарович Матвеенко Dual-fuselage aircraft
US20130001356A1 (en) * 2011-07-01 2013-01-03 Airbus Operations, S.L. Reinforced aircraft fuselage
ES2404946B1 (en) * 2011-10-21 2014-09-02 Airbus Operations S.L. AIRCRAFT FUSELAGE RESISTANT TO IMPACT AND TOLERANT TO IMPROVED DAMAGE
ES2560896T3 (en) 2011-12-28 2016-02-23 Airbus Operations S.L. Rear of the fuselage with a shield for an aircraft with engines mounted on the fuselage and method for determining the area of the shield
FR3020347B1 (en) * 2014-04-28 2016-05-20 Airbus Operations Sas METHOD FOR ASSEMBLING A REAR AIRCRAFT PART
CN104443349B (en) * 2014-12-15 2017-05-17 中国飞机强度研究所 Acoustic anti-icing panel structure for controlling noise in cabin of turbo-propeller plane
FR3032942B1 (en) * 2015-02-19 2018-11-23 Safran Aircraft Engines AIRCRAFT PROPULSIVE ASSEMBLY COMPRISING A NON-CARBONATED BLOWER TURBOREACTOR AND A PENSION PYLON
EP3106381B1 (en) * 2015-06-15 2018-10-24 Airbus Operations, S.L. Aircraft with a protective shield against an engine blade release
US9630702B2 (en) * 2015-06-30 2017-04-25 Rohr, Inc. Noise attenuation for an open rotor aircraft propulsion system
WO2019045689A1 (en) * 2017-08-29 2019-03-07 On-Power, Inc. Mobile power generation system including closed cell base structure
US10458334B2 (en) 2017-08-29 2019-10-29 On-Power, Inc. Mobile power generation system including closed cell base structure

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2382817A (en) * 1943-08-24 1945-08-14 Ernest H Reiss Protective means for aircraft
US2420292A (en) * 1942-10-23 1947-05-13 Guardite Corp Airplane body
US3740905A (en) * 1971-12-22 1973-06-26 Boegin Co Insulation and condensation control system
US3867244A (en) * 1971-12-22 1975-02-18 Boeing Co Insulation and condensation control blanket
US4235398A (en) * 1978-12-18 1980-11-25 The Boeing Company Thermal insulation for aircraft fuselage
US4291851A (en) * 1978-12-18 1981-09-29 The Boeing Company Thermal insulation for aircraft fuselage
US4976396A (en) * 1987-11-13 1990-12-11 The Boeing Company Aircraft configuration with aft mounted engines
US5577688A (en) * 1994-06-15 1996-11-26 Sloan; Frank P. Containment systems for insulation, and insulation elements employing such systems
US20050211838A1 (en) * 2004-03-29 2005-09-29 The Boeing Company Foam composite insulation for aircraft

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3020986A (en) * 1958-08-18 1962-02-13 Gen Dynamics Corp Composite structural panel
DE19529476C2 (en) * 1995-08-11 2000-08-10 Deutsch Zentr Luft & Raumfahrt Wing with shear-resistant wing shells made of fiber composite materials for aircraft
US6231710B1 (en) * 1999-06-04 2001-05-15 The United States Of America As Represented By The Secretary Of The Air Force Method of making composite chambercore sandwich-type structure with inherent acoustic attenuation
SE519185C2 (en) 2001-06-07 2003-01-28 Saab Ab aircraft Panel

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2420292A (en) * 1942-10-23 1947-05-13 Guardite Corp Airplane body
US2382817A (en) * 1943-08-24 1945-08-14 Ernest H Reiss Protective means for aircraft
US3740905A (en) * 1971-12-22 1973-06-26 Boegin Co Insulation and condensation control system
US3867244A (en) * 1971-12-22 1975-02-18 Boeing Co Insulation and condensation control blanket
US4235398A (en) * 1978-12-18 1980-11-25 The Boeing Company Thermal insulation for aircraft fuselage
US4291851A (en) * 1978-12-18 1981-09-29 The Boeing Company Thermal insulation for aircraft fuselage
US4976396A (en) * 1987-11-13 1990-12-11 The Boeing Company Aircraft configuration with aft mounted engines
US5577688A (en) * 1994-06-15 1996-11-26 Sloan; Frank P. Containment systems for insulation, and insulation elements employing such systems
US5779193A (en) * 1994-06-15 1998-07-14 Sloan; Frank P. Containment systems for insulation, and insulation elements employing such systems
US20050211838A1 (en) * 2004-03-29 2005-09-29 The Boeing Company Foam composite insulation for aircraft

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20180281917A1 (en) * 2017-03-15 2018-10-04 Airbus Operations S.L. Impact resistant fuselage
US10882597B2 (en) * 2017-03-15 2021-01-05 Airbus Operations S.L. Impact resistant fuselage

Also Published As

Publication number Publication date
EP2279115B1 (en) 2013-04-24
ES2342866B1 (en) 2011-05-18
CA2707092C (en) 2016-01-26
ES2422587T3 (en) 2013-09-12
EP2279115A1 (en) 2011-02-02
ES2342866A1 (en) 2010-07-15
CA2707092A1 (en) 2009-06-04
US20090140096A1 (en) 2009-06-04
BRPI0821079A2 (en) 2015-06-16
WO2009068638A1 (en) 2009-06-04
BRPI0821079B1 (en) 2020-04-28

Similar Documents

Publication Publication Date Title
US8573538B2 (en) Impact resistant aircraft fuselage
US8960603B2 (en) Impact resistant and damage tolerant aircraft fuselage
US9533768B2 (en) Aircraft engine mounting system
EP3114030B1 (en) Engine pylon structure
EP2727824B1 (en) Reinforced aircraft fuselage
US8678314B2 (en) Impact resistant and damage tolerant aircraft fuselage
GB2495846A (en) Twin-deck aircraft with mid-mounted wing
US20130153708A1 (en) Aft-loading aircraft with twin t-tail assembly
US9932104B2 (en) Aircraft with a subfloor region that accommodates an auxiliary compartment
EP3594105B1 (en) Multi-spar wing arrangements
US10399658B2 (en) Aircraft structural component that is adapted for absorbing and transmitting forces in an aircraft
WO2008103735A2 (en) Aircraft, and retrofit components therefor
KR20180041654A (en) Subfloor structure with an integral hull for a rotary wing aircraft
CN110077585B (en) Multi-rotor aircraft
EP3437988B1 (en) Tiltrotor aircraft wings having buckle zones
US9902501B2 (en) Propeller for an aircraft turbomachine, including a blade retaining structure through which the aerodynamic part of each blade passes
US10457373B2 (en) Aircraft with a fuselage and a composite tail boom
US9656735B2 (en) Skin impact snubber
Liu Preliminary design of long range aircraft with a passenger capacity of 500 people
WO2022178134A1 (en) Secondary airfoil apparatus, system, and method for improving lift and aerodynamic performance of a floatplane
MANIDEEP et al. Factor of Safety and Stress Analysis of Fuselage Bulkhead using Composite Materials
This Carl Espen Lauter", John Bernard Stenberg, Scott Lawrence Dyer", Troy David Abbott", Tsunou Chang', Ralph William James, Jr.", Vance Edward Kochenderfer", Jimmy Fung", Sun Young Lee', Jason Charles Baker" Department of Aerospace and Ocean Engineering, Virginia Polytechnic Institute and State University

Legal Events

Date Code Title Description
AS Assignment

Owner name: AIRBUS ESPANA, S.L., SPAIN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:VERDE PRECKLER, JORGE PABLO;REEL/FRAME:020910/0463

Effective date: 20080314

AS Assignment

Owner name: AIRBUS OPERATIONS S.L., SPAIN

Free format text: CHANGE OF NAME;ASSIGNOR:AIRBUS ESPANA, S.L.;REEL/FRAME:026124/0168

Effective date: 20090320

STCF Information on status: patent grant

Free format text: PATENTED CASE

FEPP Fee payment procedure

Free format text: PAYOR NUMBER ASSIGNED (ORIGINAL EVENT CODE: ASPN); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

FPAY Fee payment

Year of fee payment: 4

MAFP Maintenance fee payment

Free format text: PAYMENT OF MAINTENANCE FEE, 8TH YEAR, LARGE ENTITY (ORIGINAL EVENT CODE: M1552); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

Year of fee payment: 8